FLIGHT TESTING FOR

CONTROL SURFACE
FLUTTER
by Phi/lip Augustus Meyer Assuming we have a reasonable objec- delve into wing flutter and control
tive in degree of airframe sophistica- abnormalities at this time or any of its
P guide in this particular phase of
RIOR TO USING this article as a

flight testing it is mandatory that all

tion, sufficient capability, and have
then produced an acceptable airframe
causes or reasons.
Let us simply say that flutter is a
by all standards, we must test it to motion of the control surface which is
other phases of design, preparation, prove the validity of our work. Even of a harmonic frequency determined
and low-speed flight test have been for the case of a proven design which by any or all of airflow or energy
satisfactorily accomplished and defi- is manufactured separately by a differ- input, shape and weight distribution of
ciencies corrected in the particular ent agency (individual), minor differ- the total system, and friction or ener-
aircraft to be flight-tested, as described ences in fabrication tolerances and gy dissipation of the system. Let us
in the "EAA's Aircraft Builders Hand- techniques can produce considerably simply consider: 1) Air flowing over a
book" and other relevant documents. different characteristics in what is bas- surface may impart energy to that
This article is primarily an elabora- ically the same airplane. On this basic surface in a rhythmic manner such as
tion for Chapter 12, Item 8.0, b, understanding we now take off and in forming waves on water; 2) The
"Flutter", of the "EAA's Aircraft prove that our control surfaces are of rhythmic energy input may be in
Builders Handbook", and is not to be proper proportions and characteristics phase or harmonic with the material,
used instead of diligent application of to satisfy completely their function such as in waves, an organ pipe, or
A & EE report No. 45 or similar without the deleterious side effects of child's swing where appreciable energy
flutter-proof design and construction shaking, flutter, or disintegration. conversion may be realized, sometimes
techniques. For the purposes of this unlimited resulting in violent noise or motion
The dynamics of Control Surfaces article we shall consider only control- seemingly out of proportion to the
are complicated, seldom fully under- surface flutter, we cannot hope to apparent energy input; 3) The dissipa-
stood, but vital to the flight safety of
aircraft. The modern commercial and Sample cuve of a typical surface (a)
military aircraft being built today are
Sample curve of a typical surface (b)-
designed in detail using sophisticated
mathematical models and extensive
analysis before the first part is fabri- • Damping critical
cated. As the parts are assembled in / Flutter occurs above this level
various stages they are subjected to
dynamic laboratory testing to confirm
r\
the mathematical models, and to de-
termine precisely the natural frequen-
Safe flight limit
cies of vibration and their modes.
A% below V c i critical
During flight-testing of the aircraft,
final checks are made to prove the
validity of the design. Notice that I say cs
z
prove, and not determine. The state of CO

the art of aircraft design today is such s

as to permit the calculation of safe
airframes which are totally airworthy
v
in the design envelope. It is wholly INCREASING AIRSPEED cl, Vc3a
impractical to design primarily for lb V,nea
L
esthetic reasons ignoring the immuta- V,net.
ble complex and interdependent aero-
dynamic principles and expect to have Vne=Velocity never exceed=Vci-(Vci x 0.15)
an airframe of any aerodynamic quali- Vci=Velocity where damped oscillation begins (Region C)
ty much less to have acceptable para- VC2=Velocity where sustained oscillation exist;
menters of flight. We must design VC3=Velocity where divergent oscillation begins
within our capabilities, and then fabri-
cate the best airframe we possibly can.
Fig. 1
6 JUNE 1973
tion of the energy similar to the child ter can be sudden and unforewarned encing modifications be made, it will
dragging his feet on each cycle of the even in regimes of flight previously be necessary to re-fly the entire flutter
swing, or waves breaking in shallow flown many times with a particular flight-test program to requalify the
water. airframe. Just because you have flown aircraft.
Now let us consider surface flutter at a particular speed, altitude, and It is recommended that a profes-
in flight. Due to the dynamic nature of configuration many times before with sional test pilot, well-trained in testing
air flow, all surfaces experiencing air no problem does not guarantee contin- be engaged for the flight testing; how-
flow want to flutter, flags, leaves, ued flutter-free operation. ever, if you wish to assume the risk,
clothes drying on the line. Laminar vs. A single factor, or combination of here is a suggested way of testing. We
turbulent airflow for our purposes factors, such as turbulence or buffet must be extremely careful in our
here are the same. The surface prima- excitation, recent lubrication of or procedure, and even so we may en-
rily wants to flutter at its natural freeing-up due to breaking in of the counter divergent flutter, or coupled
frequency or a harmonic of that fre- control system, may considerably en- divergence which can catastrophically
quency, just as a tuning fork will hance the onset of flutter. Water or ice damage the airframe before recovery
"ring" only at its natural frequency or accumulations in the trailing edges are can be made. Simply shaking or dis-
a harmonic of that frequency. especially effective in all aircraft in placing the stick at various airspeeds
Note also that waves on water vary accommodating flutter. can be either dangerous or ineffective.
in frequency and wave length from The characteristics of flutter must We must perform a systematic and
ripples to storm swells. The frequency be pursued with great diligence and thorough investigation of the flight
and wave length of the waves depend extreme caution throughout and well envelope. Normally, flutter will be-
primarily on the velocity of the wind, outside of the normal flight envelope. come evident with an increase in air-
its length of sweep and the density and A minimum of ten and desired 15-per- speed but this is not to be considered a
depth of the water. cent test beyond the imposed flight rule, as flutter for a particular combi-
When we have present conditions 1 limits should reliably provide flutter- nation may occur at an intermediate
and 2 (air flowing over a surface free operation for the airframe so long airspeed and be absent at higher air-
having a specific natural frequency) as no influencing modifications are speeds. With proper conditions it is
and their dynamic natural frequencies made afterwards. Should any influ- (Continued on next page)
or harmonics in cycles per second are
nearly the same, we can have flutter or f end of excitation
flapping. The determining factor as to REGION A & B
whether in fact we do experience decay of displacement (return to neutral)
flutter is the strength of 3 in damping
or absorbing the energy input of 1.
When the energy absorption capa-
bility of the structure is greater than -NEUTRAL
the evergy input of the airstream at TIME
that speed and altitude, we will not
experience flutter.
When the energy input of the air- REGION C -end of excitation
stream is greater than the energy ab- - decay envelope
CATASTROPHIC FAILURE-^ /
sorption of the structure and the oscillation of surface
frequency of the airstream energy in-
put is harmonic with the natural fre-
quency of the structure, we can have NEUTRAL
flutter which will rapidly increase in
amplitude until the structure cata-
strophically fails or the structure de-
forms to the extent that its natural REGION (LINE) D, continuing oscillation of surface
frequency is changed and therefore the
airstream and structural frequencies
are mismatched at that moment. We
can also detune the structure by
changing the mass distribution or
NEUTRAL
shape of it which in turn changes the
speed at which flutter will occur.
Proper juggling of the various para-
meters will considerably elevate or
eliminate the flutter airspeed. Also
note that the dynamic characteristics divergence
of the fixed surface to which the REGION E
control surface is attached (wing, sta-
bilzer, or fuselage) have a considerable
influence on the characteristics of the
control surface itself.
Assuming we have done everything NEUTRAL
right in design and construction we
now want to flight-test for flutter.
I cannot overemphasize the serious-
ness of this phase of flight-testing. The increasing amplitude
records are filled with deaths due to
airframe failures caused by flutter or
its coupled effects. The onset of flut- Fig. 2
SPORT AVIATION 7
FLIGHT TESTING. . . characteristics. It is commonly through D to E may be less than one
(Continued from preceding page) thought to shake the control about knot. Also, repeated excitations in
entirely possible for an aircraft with like a dog shakes water from its back. Region C may cause damage and entry
marginal flutter characteristics to be However, at the higher frequencies into Region E with no increase in
repeatedly flown through the flutter which may exist the control lever may airspeed.
regime without incident and to en- not shake and remain relatively quiet; In the testing procedure, if the
counter serious trouble at some later instead the surface may be vibrating so increases in airspeed are of too-large
time. Matching frequency turbulence as to make a buzzing sound in the increments or damage occurs such as
or slight deterioration of damping airframe or to appear blurred to one's inadvertent loss of balance weight or
characteristics may suddenly cause di- vision. Since the entry into the flutter hinge-linkage, one may suddenly find
vergent flutter at speeds where it was region was essentially accomplished by oneself in a divergent condition where-
previously unnoticed. increasing airspeed, a decrease in air- upon excitation the control will very
Testing of this nature is best per- speed will again normally place the rapidly increase the amplitude of its
formed at sufficient altitude in smooth aircraft in a non-fluttering or safe oscillation going beyond the control
air well away from other air traffic. region. However, the time required to stops of the airplane and destroying
Starting at a speed just above stalling decrease airspeed to a safe region may the control and surface by deforma-
with the airplane in trim and at stabi- be excessive from the standpoint of tion or loss (see Fig. 2, Region E).
lized power, smartly excite the con- damage and structural fatigue. Should this happen due to circum-
trols individually in each direction and There are several ways to decay stances beyond the control of the
simultaneously observe the respective rapidly the flutter of a control sur- pilot, several things may simultaneous-
surface. A disciplined Karate-type face: 1) Reduce air speed; 2) Manual ly be performed to dampen the
chop with the hand to the stick and a freezing of the affected control; 3) oscillations:
sharp kick with the foot to the rudder Appreciable displacement of the af- 1. Reduce airspeed as rapidly as
will normally suffice. It is important fected control; 4) Change of flight possible. The decrease in airspeed will
that the excitation be abrupt, result in conditions by judicious use of the stop the flutter by slowing the airplane
positive displacement of the control other controls. to a stable airspeed.
and surface, and instantly the control It is best to effect simultaneously 2. Prevent the controls from flut-
be left free to return to neutral hands- the three (l,2,and 3) primary means of tering by manually freezing the posi-
off. stopping flutter, as the most rapid tion of the control. This means to
This should be performed on each means of recovering from the danger- oppose physically the oscillations by
of the controls in both directions at ous onset of any flutter. These should manually trying to lock the control in
five knots (mph.) or less increments up essentially be performed simultaneous- one position.
to the maximum design speed. At ly within the limits of the airframe; 3. Force the fluttering control to
conditions of maximum, cruise, idle however, reduction of airspeed is para- an extreme position, however, consi-
power and zero, one, and maximum mount. The manual freezing will add dering the "G" loads being imposed.
"G" within the limits of the flight considerably to the mechanical damp- 4. Change the loads and positions
envelope at that point. Check also all ing within the limits of strength of the of the other controls. For example, in
other configurations within their lim- control and pilot. This will generally case of a single fluttering aileron, yaw,
its; gear, flaps down, etc. reduce the flutter to a minimum value skidding away from the damaged sur-
The six or more conditions should until reduction of airspeed has time to face to lengthen the effective chord
each be tested prior to increasing to take effect and alleviate the flutter. and possibly blanket the airflow.
the next five-knot (mph.) increment. Fig. 1 is two exemplary curves of 5. Change configuration to a pre-
The controls must be left free as far typical surfaces (a) and (b). Surface (a) viously proven safe one if possible;
as possible within trim capability of has the characteristics of an intermedi- flaps, trim tabs, gear, canopy, etc. (use
the airplane as the hand or foot will ate flutter speed beginning at Vela configuration change with discretion,
add to the damping of the control reaching critical at Vc2a and then do not cause a more serious problem
system and lead to satisfactory decay experiencing decreasing excitation so but again sometimes the oddest things
of some flutter whereas a free control that at a slightly higher speed the will help).
may continue to flutter. In a suitably surface is flutter-free, only again to As previously mentioned, and
designed airplane the controls will experience flutter as the speed contin- shown in Fig. 1, it is necessary to test
immediately return to neutral without ues to increase. Surface (b) is very for flutter to approximately 15 per-
any oscillation (see Fig. 2, Region A). critical and progresses from flutter-free cent beyond the normal operation
As a critical flutter speed is ap- to divergent flutter with very little red-line speed to assure reasonably
proached the surface and/or control increase in airspeed. flutter-free operation under all later-
will continue to oscillate several times Fig. 2 is a progression of curves encountered conditions. The speed is
about its neutral position as it damps showing the motion of the surfaces at properly determined in the reverse
to the neutral position (see Fig. 2, the speeds and energy levels depicted manner, i.e., determine the maximum
Region C). When critical flutter speed in Fig. 1, Regions A, B, C, D, and E speed the airframe is capable of and
is reached, the control will continue to (along the y-ordinate axis). test for characteristics to that speed.
oscillate or flutter (see Fig. 2, Region Referring to Fig. 1, Region D de- Then red-line your aircraft at 87 to
D). fines the lower limit of Region E. A 91-percent of the maximum speed
When a flutter is observed, it should slight increase in airspeed will cause tested to. This red-line is then the
be stopped as rapidly as possible as entry into Region E. A reduction in maximum never-exceed speed for your
abnormal stresses are being imposed airspeed will progressively enter Re- airplane. (Note: The red-line for pro-
on the structure and serious damage to gion C and proceed to safe Region B. duction aircraft is not necessarily de-
the structure can occur. The control While I refer to all five Regions in the termined in this manner and having
surface will continue to oscillate or above description, they are for expla- the tolerance of the flutter red-line.
flutter until stopped by an appropriate nation only. AT NO TIME ATTEMPT There are other red-line factors which
effort by the pilot, or the control TO EXPERIENCE FLUTTER BE- may be more restrictive and having less
surface destroys itself if the conditions YOND THE VERY BEGINNING OF tolerance, i.e.,fasteners, fabric, skin
are not changed. The presence of REGION C. The increase in airspeed thickness, rib-stitching, windshield,
flutter may assume various sensory necessary to progress from Region C etc.).
8 JUNE 1970
 Ideally, your aircraft will show no tance of these factors is relative to the the UI Hypersonic Blow Down
evidence of flutter throughout the test particular design of the aircraft, and Tunnel.
envelope (test envelope equals normal the type of flying and flight conditions 2. Conceived the jet augmenta-
envelope plus 15 percent) and you which it will encounter. Factors as tion of the Air National Guard's
should have flutter-free flying for the diverse as wing or surface divergence, KC-97F&G, and worked in close liai-
life of the airframe. But do not feel control reversal and inertial coupling son with the USAF, the National
the test was in vain, for what you did may be critical in a particular design. Guard Bureau, and other agencies to
was to prove the qualities of your These are usually determined prior to promote and develop the KC-97L.
airframe. There is nothing more satis- the first flight by means of computer- Devised and flew the initial flight-test
fying than a medical check-up with a aided analysis. We must design and program of the prototype KC-97L
resulting clean bill of health. But if build as best we can, and then safely (JKC-97G).
cancer of flutter is found, cure it while prove our aircraft to be safe. (Author's 3. Various aerospace consulting
you are able before it kills. note: I ask all aerodynamicists and work.
If a tendency to oscillate a cycle or those knowledgeable in sophisticated 4. Captain for major airline flying
two (Region C) is noted at any speed, aircraft design to consider the neces- four-engine jets.
or even at some intemtediate airspeed sary over-simplification and apparent 5. Member IFALPA Airworthi-
and it disappears at a higher airspeed, misuse of technical description which ness and Performance Committee,
the controls and airframe must be are also vernacular in relating this member ALPA Boeing 747 Commit-
reworked until this tendency is allevi- article to the readers' understanding. tee, Advisor ALPA SST, and Airworth-
ated. All tendencies to flutter (Region However, all comments will be deeply iness and Performance Committees.
C) must be removed from the flight- appreciated). 6. Tactical and all-weather inter-
test envelopes, since if the aircraft at ceptor jet pilot.
the time of flight-test shows only a About The Author 7. Instructor Glider Pilot, with
tendency to flutter any slight change Mr. Meyer resides on a farm near Silver C for soaring.
in damping, for example due to mois- Lake Zurich, Illinois where he has a 8. Has done preliminary design
ture or corrosion in the structure, may landing strip and keeps his own Stin- work for a supersonic home-built ca-
later cause divergent flutter at that son 108-3. His aviation background: pable of M 1.7 at 60,000 feet.
same speed. 1. M.S.,B.S. Aeronautical Engi- 9. Presently developing a simpli-
There are several other factors we neering, University of Illinois. Wrote fied angle-of-attack system, which will
should also consider in flight-test of a thesis on multi-stage, three-phase plas- be flight tested on his Stinson to
new aircraft to determine truly its aer- ma generation (Deep Space Drive), replace the airspeed indicator as a
odynamic airworthiness. The impor- Designed Schileren Optical System for primary-flight instrument.

My Shadow
New Is a Silly Pup
Lightweight By B. J. Rompre', EAA 32326
10635 50th Street
Edmonton, Alberta, Canada
A new kind of parachute said to be
so light and comfortable you'll forget
you have it on is being offered by
Parachute My shadow is a silly pup
Who slinks beneath the plane to see
Security Parachute Company of San
Leandro, California. According to the If he should come along and ride
firm, the Model 150 Safety-Chute is Or stay behind and wait for me!
the first parachute to be assigned When I taxi to the strip
specifically for use in sailplanes, He trots along as if to say
low-power aircraft (under 150 mph), "Today I'll tag along with you,
and helicopters. No one can make me stay!"
The extra-thin parachute has nei-
ther seat nor back, weighs approxi- I flip the throttle to take off,
mately 16 Ibs., can be used in any He runs along with glee!
style of seat with complete comfort, He gives a most-impressive show.
and goes on and off with two No laggard pup is he!
quick-flip buckles. Oh no! He doesn't stay behind
Rate of descent of the all-Nylon Rooted to the spot,
steerable canopy is said to be compar- But swiftly skims along
able with that of a 28 foot canopy. Each play-sized country lot.
The manufacturer also notes that the
parachute is the only one on the Then oozes over fields and ponds,
market with a four-month repack And vaults over house tops.
period and is certified under TSO Ahead, behind, and to the sides
C-23B. He dodges, but never stops
For further information, write to: Till at last I near the earth.
Security Parachute Co. Then, he also thinks it's best
P. O. Box 3096 To slow down a little bit
San Leandro, California 94578 And, like me, come to rest!
SPORT AVIATION 9